Passenger seating arrangement having access for disabled passengers

ABSTRACT

A passenger seating arrangement includes at least one seat unit configurable into a disabled-access configuration in which an access opening is temporarily widened to enable a disabled passenger to access the seat unit. The seat unit is arranged with other seat units in a column, and each seat unit is configurable between a seating configuration and a flat-bed configuration. The seat units are arranged in an inwardly facing herringbone. A method of providing access for a disabled passenger to a seat unit includes temporarily widening an access opening.

FIELD OF THE INVENTION

The present invention relates to a passenger seating arrangement, and tosets of seat units for use in a passenger seating arrangement.

BACKGROUND OF THE INVENTION

Aircraft passenger seating arrangements having convertible seat unitsthat have both a seat configuration, and a flat-bed configuration arewell-known. These convertible seat units are typically provided inpremium class (e.g. business class and/or first class) cabins of anaircraft. In the seat configuration, the seat unit typically provides arelatively upright seat, whereas in the flat-bed configuration, the seatunit tends to provide a substantially planar sleeping surface forsupporting the passenger. The seat units shown in GB2326824 (BritishAirways), WO03013903 (Virgin Atlantic) and U.S. Pat. No. 7,178,871(British Airways) are examples of such convertible seat units (oftenreferred to as having ‘lie-flat’ seats) that have both a seatconfiguration, and a flat-bed configuration which offers improvedcomfort over a reclined seat. Lie-flat seats have been increasinglypopular over the last decade or so.

Legislation, such as the Air Carrier Access legislation in the USA,prohibits discrimination on the basis of disability in air travel. Forexample, Title 14 CFR Part 382 sets out the rules followed by the USDepartment of Transportation (DOT) for all flights of U.S. airlines, andto flights to or from the United States by foreign airlines.

In many premium class seating arrangements, the DOT requirements tend tobe inherently met because access to the seats tends to already berelatively spacious as a result of the relatively large seat units/lowPAX-density (i.e. low numbers of passengers per unit area in the cabin),that are desirable within business or first class.

GB2326824 and WO03013903 mentioned above are examples of so-calledherringbone arrangements in a business class arrangement, in which theseats are orientated at an angle to the longitudinal axis of theaircraft. For arrangements requiring relatively high herringboneangles/low pitches, the width of the access opening for each seat inthis type of herringbone arrangement may necessarily become relativelynarrow (i.e. the spacing between adjacent foot-ends of the seat unitsbecomes correspondingly narrow as the herringbone angle increases/pitchdecreases). This narrow width of the access opening may becomeproblematic for compliance with the above-mentioned DOT requirements.This is especially the case on narrow-body (e.g. single-aisle) aircraft,where high angle/low pitch arrangements tend to be needed in order toefficiently use the available cabin space.

In this respect, herringbone layouts for narrow-body aircraft havetended to be dismissed within the aircraft industry as impracticalbecause the required access width has been thought to be unachievable.Instead, there tends to be a preference for in-line arrangements such asthose suggested in U.S. Pat. No. 7,918,504 (Thompson). U.S. Pat. No.7,918,504 discloses an aircraft cabin in which there are rows of seatunits, each unit having a forward facing lie-flat seat that faces in adirection parallel to the longitudinal axis of the cabin.

The present invention seeks to mitigate the above-mentioned problems.Alternatively or additionally, the present invention seeks to provide animproved passenger seating arrangement.

SUMMARY OF THE INVENTION

In an embodiment, there is provided a passenger seating arrangement inan aircraft cabin, the passenger seating arrangement comprising a columnof seat units located adjacent an aisle, the column of seat units andthe aisle both extending in a longitudinal direction parallel to thelongitudinal axis of the aircraft cabin. The column comprises aplurality, and preferably a multiplicity, of seat units, arrangedconsecutively along the longitudinal direction. Each seat unit comprisesa plurality of moveable seating elements such that the seat unit isconfigurable between a seating configuration in which the seatingelements are arranged to form a seat having a seat pan and seat hack,and a flat-bed configuration in which the seating elements, are arrangedto form a surface for a flat-bed. In each seat unit, the seatingelements are orientated at an acute angle to the longitudinal directionand face inwardly towards the aisle. Each seat unit comprises astructure, for example a foot-receiving structure for receiving the feetof a passenger when the unit is in a flat-bed configuration. The spacingbetween this structure (for example the foot-receiving structure) of aseat unit and the structure (for example the foot-receiving structure)of a seat unit to one side of it in the column, may define an accessopening to the seat unit. The access opening has a first width foraccess by an able-bodied passenger. At least one of the seat units isconfigurable into a disabled-access configuration in which an accessopening is temporarily widened from the first width to a second width,greater than the first width, for enabling a disabled passenger toaccess a seat unit.

By providing an access opening that can be widened to a second width, arelatively space-efficient seating arrangement can be provided, whilststill enabling access for disabled passengers when required. Thedisabled access configuration allows a disabled passenger access to theseat unit in a dignified manner.

It will be appreciated that the term ‘disabled’ may be interchangeahlewith synonymous terminology. For example, a disabled passenger may alsobe referred to as a Person of Reduced mobility (PRM).

In the disabled-access configuration, the access opening is temporarilywidened. After the passenger's access or egress to/from the seat unit,the seat unit may be reconfigured out of the disabled-accessconfiguration.

The at least one seat unit is configurable into the disabled-accessconfiguration such that the access opening can be widened. In thedisabled-access configuration, the access opening may be temporarilywidened. After the passenger's access or egress to/from the seat unit,the seat unit may be reconfigured out of the disabled-accessconfiguration. The seat unit is preferably repeatedly configurableinto/out of the disabled-access configuration. For example the seat unitmay be repeatedly configurable between an able-bodied accessconfiguration (typically the default configuration), and thedisabled-access configuration. It will be appreciated that the accessopening can therefore be repeatedly widened/narrowed between the firstand second widths as required for repeated access/egress to/from theseat unit.

Unless otherwise specified, features of the seat unit are typicallydescribed herein with reference to their arrangement in the able-bodiedaccess configuration. Unless otherwise specified, a description ofmoving the seat unit to the disabled-access configuration, is typicallymade with reference to movement away from the able-bodied configuration.

Reference herein is made to an access opening. It will be appreciatedthat the access opening may also be used for egress from the seat unit.Features of the access opening may be equally applicable to when theopening is an egress opening, for example when a passenger exits a seatunit.

In some embodiments, the access opening may be between thefoot-receiving structure of a seat unit and the foot-receiving structureof a seat unit to one side of it in the column. In principle, only oneof the seat units may have a feature that enables the opening to betemporarily widened (for example one (or part of one), but notnecessarily both (or part of both), of the foot-receiving structures maybe moveable). In some embodiments the seat unit for which disabledaccess is enabled may, therefore, be adjacent to a seat unit that ismoved to the disabled-access configuration. In other embodiments theseat unit that adopts the disabled-access configuration may be the sameseat unit that is accessed by the disabled passenger.

A plurality of the seat units may be configurable into thedisabled-access configuration, for enabling disabled access to aplurality of the seat units. A plurality, and preferably a multiplicity,of the seat units may be configurable into the disabled-accessconfiguration, for enabling disabled access to at least 50% of the seatunits. All of the multiplicity of seat units may be configurable intothe disabled-access configuration. Of the seat units that areconfigurable into the disabled-access configuration, those seat unitsare preferably substantially identical. Preferably all of the seat unitsare substantially identical.

In some embodiments, the spacing between the foot-receiving structure ofa seat unit and the foot-receiving structure of a seat unit to one sideof it in the column, may define the access opening to the seat unit. Theaccess opening for a given seat unit may be defined between thefoot-receiving structure of that seat unit and the foot-receivingstructure of the aft-seat unit behind it in the column. This may be thecase for some forward-facing herringbone arrangements for example. Theaccess opening for a given seat unit may be defined between thefoot-receiving structure of that seat unit and the foot-receivingstructure of the fore-seat unit in front of it in the column. This maybe the case for some rearward-facing herringbone arrangements forexample.

In each seat unit, the seating elements are orientated at an acute angleto the longitudinal direction and face inwardly towards the aisle. Suchan arrangement is typically referred to as an inwardly facingherringbone arrangement. Each set of seating elements, and morepreferably each seat unit, may comprise a central axis. The central axispreferably extends through the centre of the seating elements (forexample it may bisect a seat pan and/or back-rest of the seat when inthe seating configuration). In some, examples, the central axis isfixed, while in other examples, the central axis may be movable, such asa with swivel seats using a rotating axis. The angle of the seatingelements is preferably defined as the angle between the central axis andthe longitudinal direction. In some embodiments, the angle of theseating elements may be defined as the angle between a line defining themaximum useable bed length, and the longitudinal direction.

In some embodiments, the width of the access opening may vary withheight from the cabin floor (for example due to the shape of thefoot-receiving furniture). The first width of the access opening ispreferably measured at a first height from the cabin floor. The secondwidth is preferably measured at the same height as the first width.

The first width may be the minimum width of the access opening. Thus,the first height may be a height at which the access opening isnarrowest. The minimum width is preferably no less than 9 inches.Providing an arrangement in which the minimum width is increased (to thesecond width) may be beneficial because it tends to ensure what islikely to be the most problematic part of the opening (i.e. thenarrowest part) is widened to allow the disabled passenger access.

When the access opening is temporarily widened from the first width tothe second width, the access opening is preferably no narrower than thesecond width, above the first height.

The second width may be at least the width of the aisle. The secondwidth may be substantially equal to the width of the aisle. For example,the aisle may be 20 inches wide. The second width is preferably at least20 inches wide. The second width may be 20 inches wide. The aisle widthis typically sufficient for disabled access along the aisle (e.g. for awheelchair), so matching the second width with the aisle width tends toensure there will be adequate disabled access into the seat unit too.The aisle may have a minimum aisle width. The magnitude of the secondwidth may be at least the same as the minimum aisle width. The minimumaisle width may be measured at less than 25 inches from the floor.

In some embodiments, the seat units may be arranged such that in thedisabled-access configuration, there is a provided a transfer surfacefor transferring the passenger into the seat unit. The transfer surfacemay be provided by virtue of the access opening being temporarilywidened from the first width to a second width. For example, in thedisabled-access configuration, the transfer surface may at the firstheight (i.e. the height at which the opening is widened from the firstwidth to the second width). The transfer surface may be substantiallycoplanar with the seat pan, preferably when the seat unit is in theseating configuration. The transfer surface may be substantiallycoplanar with a leg rest. Alternatively or additionally, the transfersurface may be substantially coplanar with the flat-bed surface, whenthe seat unit is in the flat-bed configuration.

The foot-receiving structure is for receiving the feet of a passengerwhen the unit is in a flat-bed configuration. The foot-receivingstructure may take a number of forms:

The foot-receiving structure of each seat unit may comprise afoot-supporting surface arranged to support the passenger's feet whenthe unit is in the flat-bed configuration. The foot-supporting surfacemay be substantially co-planar with the flat-bed surface when the unitis in the flat-bed configuration. The foot-supporting surface maycomprise an ottoman.

The foot-receiving structure of each seat unit may comprise an end-wallarranged to shield the passenger's feet from the aisle. In embodimentscomprising a foot-supporting surface, the end-wall may be locatedbetween the aisle and the foot-supporting surface. The foot-receivingstructure may comprise a side wall arranged to shield the passenger'sfeet from the adjacent seat unit. In embodiments comprising afoot-supporting surface, the side-wall may separate the adjacent unitfrom the foot-supporting surface.

The foot-receiving structure may comprise an upper surface. The uppersurface may form a utility surface above the passenger's feet. Theutility surface may be for use by a passenger located in the adjacentseat unit. For example, the utility surface may be a table surface.

At least part of one of the structures, for example the foot-receivingstructures, bordering the access opening may be moveable, so as totemporarily widen the access opening from the first width to the secondwidth when the units are in the disabled-access configuration.

In some embodiments, the part of the foot-receiving structure may bemoveable to an alternative position (e.g. retracted, or otherwise moved,to one side) to temporarily widen the access opening. In thisalternative position, the part of the foot-receiving structure mayremain attached to the other parts of the foot-receiving structure. Thenature of the movement of the part of the foot-receiving structure maytake a number of forms. For example, and without limitation: the part ofthe foot-receiving structure may be moveable by way of a translation;the translation may be a movement in any direction that achieves thefunction of widening the access opening; the translation may be achievedvia a suitable mechanism such as, and without limitation, beingslideably mounted on rails, or moveable via a parallelogram linkage. Insome embodiments, the part of the foot-receiving structure may bemoveable by way of a pivoting, rotating, hinging or folding movement;the axis of such a movement may be any orientation that rotation aboutthe axis achieves the function of widening the access opening.

In some other embodiments, the part of the foot-receiving structure maybe moveable by being detachable, so that when detached, the accessopening is temporarily widened from the first width to the second width.In such embodiments, the part of the foot-receiving structure ispreferably repeatedly detachable and re-attachable (for example viafasteners or latches).

In some embodiments, at least part of the end-wall of the foot-receivingstructure may be moveable, so as to temporarily widen the access openingfrom the first width to the second width. The at least part of theend-wall that is moveable is preferably the part that borders theopening when the seat units are in the able-bodied access configuration.All of the end-wall may be so moveable.

In embodiments in which part of the structure (for example part of thefoot receiving structure) is moveable, so as to temporarily widen theaccess opening, it will be appreciated that the moveable part istypically fixed during normal use. For example the moveable part may befixed during substantially all use in the able-bodied configuration. Themoveable part may not need to be moved to enable the access opening tobe used for able-bodied access. The moveable part of the structure maybe a part that is moveable only for the purposes of changing the seatunit into the disabled-access configuration.

In some embodiments, substantially all of the one of the foot-receivingstructures bordering the access opening may be moveable, so as totemporarily widen the access opening from the first width to the secondwidth. The foot-receiving structure may be rotatable to a rotatedposition, so as to temporarily widen the access opening from the firstwidth to the second width when the units are in the disabled-accessconfiguration. The foot-receiving structure may be translatable to atranslated position, so as to temporarily widen the access opening fromthe first width to the second width when the units are in thedisabled-access configuration.

The upper-surface of the foot-receiving structure may be moveable, so asto temporarily widen the access opening from the first width to thesecond width when the units are in the disabled-access configuration.The upper surface may be moveable to a lowered position. In the loweredposition the upper surface may be arranged as a transfer surface fortransferring the passenger into the seat unit. The transfer surface maybe substantially coplanar with a seating element, such as the seat pan,to create a transfer surface over which the disabled passenger may move,to access the seating element, such as the seat pan.

In some embodiments, the foot-receiving structure may comprise only oneof the above-mentioned features. It will be appreciated that in someother embodiments the foot-receiving structure may comprise a pluralityof the above-mentioned features in combination.

Each seat unit may comprises a monitor. The monitor may be an in-flightentertainment (IFE) monitor. The monitor may be configurable between astowed position (for example for taxi, take-off and landing—TTOL) and anin-use position (for viewing by the passenger). The monitor may befurther configurable to an access position for facilitating access tothe seat unit. In the access position the monitor may be in a differentposition to the stowed position and the in-use position. The monitor maybe deployed from the stowed position to the in-use position in a firstdirection. The monitor may be moveable from the stowed position to theaccess position in a second direction, opposite to the first direction.For example the first and second directions may be rotations in oppositedirections about a common pivot.

In the access position, the spacing above the access opening, betweenadjacent monitors is widened, relative to the stowed configuration. Themonitor may be in the access position when the seat unit is in thedisabled-access configuration.

In the disabled-access configuration, at least one of the seatingelements may be moved, relative to its position in the seatingconfiguration, into a location in proximity to the access opening. Thelocation in proximity to the access opening may be suitable fortransferring the disabled passenger onto the seating element, via theaccess opening. The seating element may be the seat pan. The seatingelement may be a leg rest. In some embodiments, in the disabled-accessconfiguration, the seat pan may be moved forward, relative to theposition in the seating configuration, into the location in proximity tothe access opening. The location in proximity to the access opening maybe sufficient for a disabled passenger to move onto the seat pan via theaccess opening. The seat pan may be moved forward as a result of forwardmovement of the seat (i.e. along the central axis of the seat unit). Forexample the seat may be slideably moveable in the forwards direction. Insome embodiments the seat pan may be moved forward as a result of theseat unit switching from the seating configuration to the flat-bedconfiguration. Thus, in such embodiments, in the disabled-accessconfiguration, the seat unit may be moved into the flat-bedconfiguration.

Embodiments have been found to be especially beneficial for use onrelatively high angle/low pitch layouts. The acute angle at which theseating elements are orientated to the longitudinal direction may be atleast 45 degrees. The acute angle at which the seating elements areorientated to the longitudinal direction may be between. 47 and 51degrees. The acute angle at which the seating elements are orientated tothe longitudinal direction may be between 48 and 50 degrees. The acuteangle at which the seating elements are orientated to the longitudinaldirection may be substantially equal to 49 degrees.

The pitch between consecutive seat units in the column may be less than33 inches. It will be appreciated that the pitch is defined as thedistance, along the longitudinal direction, between two correspondingcommon points on adjacent seat units. The pitch between consecutive seatunits in the column may be less than 32 inches. The pitch betweenconsecutive seat units in the column may be less than 31 inches. Thepitch between consecutive seat units in the column may be less than 30inches. The pitch between consecutive seat units in the column may bebetween 24 and 33 inches. The pitch between consecutive seat units inthe column may be between 24 and 30 inches. The pitch betweenconsecutive seat units in the column may be between 25 and 29 inches.The pitch between consecutive seat units in the column may be between 27and 29 inches. The pitch between consecutive seat units in the columnmay be substantially equal to 28 inches.

In the flat-bed configuration, the bed length may be at least 75 inches.In the flat-bed configuration, the bed length may be between 77 and 78inches.

Embodiments have been found to be especially beneficial for use onnarrow body aircraft. The column of seat units may be adjacent the aisleon one side, and adjacent the aircraft sidewall on the other side. Thecabin may comprise a second column of seat units on the opposite side ofthe aisle, the second column being arranged as described with referenceto the first column. The aisle may extend along the centre line of thecabin. The second column may be adjacent the aisle on one side, andadjacent the aircraft sidewall on the other side. Thus, the seatingarrangement may be on a single-aisle aircraft.

In some embodiments, there is provided a multiplicity of seat units forforming the passenger seating arrangement described herein.

In some embodiments, there is provided a seat unit for use as one of theseat units in the passenger seating arrangement described herein.

In some embodiments, there is provided a method of providing access, fora disabled passenger, to a seat unit in a passenger seating arrangement,the passenger seating arrangement comprising a multiplicity of seatunits, each having a respective access opening having a first width foraccess by an able-bodied passenger. The method comprises the step of:temporarily configuring a seat unit into a disabled-access configurationin which an access opening is widened from the first width to a secondwidth, greater than the first width, for enabling a disabled passengerto access the seat unit.

In some embodiments, there is provided a passenger seating arrangementin an aircraft cabin, the passenger seating arrangement comprising acolumn of seat units arranged in an inwardly facing herringbone. Eachseat unit is configurable between a seating configuration and a flat-bedconfiguration. Each seat unit has an access opening for accessing therespective seat unit. At least one of the seat unit is configurable intoa disabled-access configuration in which an access opening istemporarily widened, for enabling a disabled passenger to access theseat unit. Each seat unit may comprise an end-wall partially enclosingan ottoman. In the disabled-access configuration the end-wall may betemporarily moved to an access position thereby widening the accessopening to allow disabled passenger access to the seat unit. The seatunits are in a high angle/low pitch herringbone, for use on a singleaisle aircraft.

In some embodiments there is provided a structure for bordering anaccess opening to a seat unit as described herein. At least part of thestructure is moveable, so as to temporarily widen the access openingfrom a first width to a second width. The structure may be afoot-receiving structure for receiving the feet of a passenger when theseat unit is in a flat-bed configuration. The foot-receiving structuremay comprise an end-wall arranged to shield the passenger's feet fromthe aisle. At least part of the end-wall may be moveable, so as totemporarily widen the access opening from the first width to the secondwidth.

It will of course be appreciated that features described in relation tosome embodiments may be incorporated into other embodiments. Forexample, the method of an embodiment may incorporate any of the featuresdescribed with reference to apparatuses of other embodiments and viceversa. Features from a seating arrangement according to one aspect, maybe incorporated into the seating arrangement according to another aspectand vice versa.

DESCRIPTION OF THE DRAWINGS

Embodiments of the present invention will now be described by way ofexample only with reference to the accompanying schematic drawings ofwhich:

FIGS. 1 a to 1 d show part of a column of seat units in an arrangementaccording to a first embodiment, one of the seat units being shown as itchanges into the disabled-access configuration;

FIG. 1 e shows a cabin in an aircraft in which the column of seat unitsof FIGS. 1 a-1 e is installed;

FIGS. 2 a to 2 c show part of a column of seat units in an arrangementaccording to a second embodiment, one of the seat units being shown asit changes into the disabled-access configuration;

FIGS. 3 a to 3 c show part of a column of seat units in an arrangementaccording to a third embodiment, one of the seat units being shown as itchanges into the disabled-access configuration;

FIGS. 4 a to 4 c show part of a column of seat units in an arrangementaccording to a fourth embodiment, one of the seat units being shown asit changes into the disabled-access configuration;

FIGS. 5 a to 5 e show part of a column of seat units in an arrangementaccording to a fifth embodiment, one of the seat units being shown as itchanges into the disabled-access configuration;

FIGS. 6 a to 6 d show part of a column of seat units in an arrangementaccording to a sixth embodiment, one of the seat units being Shown as itchanges into the disabled-access configuration; and

FIGS. 7 a to 7 d show part of a column of seat units in an arrangementaccording to a seventh embodiment, one of the seat units being shown asit changes into the disabled-access configuration;

DETAILED DESCRIPTION

FIGS. 1 a to 1 d show part of a column of seat units in an arrangementaccording to a first embodiment. FIG. 1 e shows a cabin in an aircraftin which the column of seat units of FIGS. 1 a-1 e is installed.

Referring first to FIG. 1 e , the passenger seating arrangement 101 ofthe first embodiment is located in an aircraft cabin 103 of a narrowbody aircraft 105 such as a Boeing 757-200, or 737-900. The passengerseating arrangement 101 comprises a column 107 of seat units 109(described in more detail with reference to FIGS. 1 a-1 d ) locatedadjacent a single aisle 111 running along the centre of the aircraftcabin. The column 107 of seat units and the aisle 111 both extend in alongitudinal direction (L) parallel to the longitudinal axis 113 of theaircraft cabin.

The column 107 comprises a multiplicity of seat units 109, arrangedconsecutively along the longitudinal direction. A second column 107′ islocated the other side of the aisle and is substantially symmetricalwith the first column, across the axis 113. Features described hereintend to be described with reference to the first column 107, but it willbe appreciated that corresponding features are also found in the othercolumn 107′ of seat units.

Referring now to FIG. 1 a , each seat unit 109 comprises a plurality ofmoveable seating elements in the form of a seat back 115 a, seat pan 115b, and leg rest 115 c. To one side of the seating elements is a curvedscreen 117 arranged to separate a passenger in an aft seat unit in thecolumn from a passenger in a fore seat unit in front of it in thecolumn. Armrest surfaces 119 extend along both internal edges of theunit for use by a passenger in the seat (only the passenger's right-handarmrest is visible in these figures).

FIG. 1 a shows the seat units in a seating configuration in which theseating elements are arranged to form a seat in which the passenger maysit. Each seat unit is also configurable into a flat-bed configurationin which the seating elements are arranged to form a substantiallyco-planar surface for a flat-bed (the difference between the seatconfiguration and the bed configuration is illustrated herein withreference to the embodiment in FIGS. 5 a and 5 b ; FIG. 5 b showing theseats in the bed configuration). Seat units that are convertible toflat-beds are known per se, and the precise manner in which the seatingelements are rearranged to form the bed (e.g. the recline/convertmechanism) need not be described further in the context of the presentinvention.

In each seat unit, the seating elements are orientated at an angle of 49degrees to the longitudinal direction (L) and face inwardly towards theaisle (see FIG. 1 e ). The angle is measured between the central axis121 of each seat (that central axis 121 extends through the centre ofthe seat pan and back rest and is shown schematically bisecting theseats in FIG. 1 a-1 e ) Such an arrangement is typically referred to asan inwardly facing herringbone. In the first embodiment, the herringboneis at a relatively large (steep) angle and correspondingly the pitchbetween consecutive seat units is relatively small; as illustrated inFIG. 1 a the pitch in the first embodiment is 28 inches).

Each seat unit 109 comprises a foot-receiving structure 123 forreceiving the feet of a passenger when the unit is in a flat-bedconfiguration. The foot-receiving structure comprises an end-wall 125and a side wall 127 for shielding the passenger's feet from the aisle111 and the adjacent seat unit respectively. The end-wall and side walls125, 127 partially enclose an ottoman 126 (only partially visible in theleft-most seat unit 109 in FIGS. 1 a-1 d ). The ottoman 126 has afoot-supporting surface 126′ which is coplanar with the seating elementswhen the unit 109 is in the bed configuration and the foot-supportingsurface forms part of the bed surface.

Above the end and side walls 125, 127, and above the ottoman 126 is aflat table surface 129 which is for use by a passenger in the adjacentseat unit. Directly beneath the table surface 129 is a horizontal slot130 (see FIG. 1 d ) for receiving a pull-out table (not shown).

An IFS monitor 131, when in a stowed position for TTOL, extends alongone side of that table. The monitor 131 is attached by a hinge to theend of the curved screen 117, and can move from this stowed position,into an in-use position (not shown) in which it faces the passenger.

The spacing between the foot-receiving structure 123 of a seat unit 109and the foot-receiving structure 123 of a seat unit 109 to one side ofit in the column 107, defines an access opening 133 into the seat unit109.

In a default configuration, the seat units are configured forable-bodied access, and this configuration is shown in FIG. 1 a . Inthis configuration, the access opening has different widths at differentheights: The minimum width of the opening is 12 inches, created betweenthe end-wall 125 of the foot-receiving structure of one seat unit andthe side wall 127 of the foot-receiving structure of an aft seat unitbehind it in the column. This minimum width is at between 10 and 25inches from the cabin floor. Below the level of the end and side wallsis the base 137 of the foot-receiving structure, which is located withinthe footprint of the end and side walls. The width between adjacentbases is therefore wider than the 12 inch width above them. Above thelevel of the table surface, there is a gap of 25.5 inches (createdbetween the adjacent monitors 131)—the gaps/widths being shown in theFigures by way of dotted-lines.

Whilst this access opening is perfectly useable for an able-bodiedpassenger, it tends to not be useable for disabled passenger access. Forexample, it is not thought to be possible for crew to assist a disabledpassenger through this opening in a dignified manner. To address thisproblem, a first embodiment provides an arrangement in which a seat unitcan be configured into a disabled-access configuration in which theaccess opening is temporarily widened to allow disabled passengeraccess. The switch into the disabled-access configuration is nowdescribed with reference to FIGS. 1 b to 1 e:

Referring first to FIG. 1 b , the first step is to translate the seat(seat back, pan and leg rest) of the forwards and the leg rest 715 c isextended (as per FIG. 6 a of the preceding embodiment).

FIGS. 7 c and 7 d are the equivalent illustrations to Figured 7 a/7 b,but when the unit is in the disabled-access configuration. It can bereadily seen from these Figures that the movement of the end-wall 725 toone side temporarily widens the access opening from 13 inches to inches.

To revert to the able-bodied configuration, the panel of the end-wall725 is slid back and releasably locked in place with a latch (not shown)until it next needs to be moved (for example for passenger egress). Ithas been identified that an arrangement in which the end-wall (or otherstructure than is moved to widen the access opening) remains attached,is beneficial as it avoids loose objects in the cabin that mightotherwise be misplaced or cause a trip hazard.

Whilst the present invention has been described and illustrated withreference to particular embodiments, it will be appreciated by those ofordinary skill in the art that the invention lends itself to manydifferent variations not specifically illustrated herein. By way ofexample only, certain possible variations will now be described:

The part of the foot-receiving structure in the fifth and sixthembodiments need not necessarily be fully removeable, and could remainattached in some embodiments. The part of the structure in the seventhembodiment may be moveable in other ways that are not necessarilyslideable and/or pure translations, to move it to its temporary positionto widen the access opening. In other embodiments, not shown, differentparts of the foot receiving structure may be moveable to temporarilywiden the access opening.

Whilst embodiments of the present invention tend to be most applicableto high angle/low pitch arrangements, the exact pitch, angle and widthvalues need not necessarily be as described with reference to theabove-mentioned embodiments.

Where in the foregoing description, integers or elements are mentionedwhich have known, obvious or foreseeable equivalents, then suchequivalents are herein incorporated as if individually set forth.Reference should be made to the claims for determining the true scope ofthe present invention, which should be construed so as to encompass anysuch equivalents. It will also be appreciated by the reader thatintegers or features of the invention that are described as preferable,advantageous, convenient or the like are optional and do not limit thescope of the independent claims. Moreover, it is to be understood thatsuch optional integers or features, whilst of possible benefit in someembodiments of the invention, may not be desirable, and may therefore beabsent, in other embodiments.

1-39. (canceled)
 40. A passenger seating arrangement in an aircraftcabin, the passenger seating arrangement comprising a column of seatunits located adjacent an aisle, the column of seat units and the aisleboth extending in a longitudinal direction parallel to the longitudinalaxis of the aircraft cabin, and wherein the column comprises a pluralityof seat units, arranged consecutively along the longitudinal direction,and wherein each seat unit comprises a plurality of moveable seatingelements such that the seat unit is configurable between a seatingconfiguration in which the seating elements are arranged to form a seathaving a seat pan and seat back, and a flat-bed configuration in whichthe seating elements are arranged to form a surface for a flat-bed, andwherein in each seat unit, the seating elements are orientated at anacute angle to the longitudinal direction and face inwardly towards theaisle, and wherein each seat unit comprises a foot-receiving structurefor receiving the feet of a passenger when the seat unit is in aflat-bed configuration, the spacing between the foot-receiving structureof a first seat unit of the plurality of seat units and thefoot-receiving structure of a second seat unit adjacent to the firstseat unit in the column defining an access opening to the first seatunit, wherein the access opening has a first width for access by anable-bodied passenger; and wherein the first seat unit is configurableinto a disabled-access configuration in which the access opening istemporarily widened from the first width to a second width, greater thanthe first width, for enabling a disabled passenger to access the firstseat unit.
 41. The passenger seating arrangement according to claim 40,wherein the second width is at least the width of the aisle.
 42. Thepassenger seating arrangement according to claim 40, wherein thefoot-receiving structure of each seat unit comprises an end-wallarranged to shield the passenger's feet from the aisle, and wherein atleast part of the end-wall is moveable, so as to temporarily widen theaccess opening from the first width to the second width.
 43. Thepassenger seating arrangement according to claim 40, whereinsubstantially all of the one of the foot-receiving structures borderingthe access opening is moveable, so as to temporarily widen the accessopening from the first width to the second width when the unit is in thedisabled-access configuration.
 44. The passenger seating arrangementaccording to claim 43, wherein the foot-receiving structure is rotatableto a rotated position, so as to temporarily widen the access openingfrom the first width to the second width when the unit is in thedisabled-access configuration.
 45. The passenger seating arrangementaccording to claim 43, wherein the foot-receiving structure istranslatable to a translated position, so as to temporarily widen theaccess opening from the first width to the second width when the unit isin the disabled-access configuration.
 46. The passenger seatingarrangement according to claim 40, wherein the foot-receiving structurecomprises an upper surface for forming a utility surface above thepassenger's feet, the utility surface being for use by a passengerlocated in the adjacent seat unit, and wherein, the upper-surface ismoveable, so as to temporarily widen the access opening from the firstwidth to the second width when the unit is in the disabled-accessconfiguration.
 47. The passenger seating arrangement according claim 40,wherein each seat unit comprises an in-flight entertainment (IFE)monitor, the IFE monitor being configurable between a stowed positionand an in-use position, and wherein the monitor is further configurableto an access position for facilitating access to the seat unit.
 48. Thepassenger seating arrangement according to claim 47, wherein in theaccess position the spacing above the opening, between adjacentmonitors, is widened relative to when the monitor is in the stowedposition.
 49. The passenger seating arrangement according to claim 40,wherein the acute angle at which the seating elements are orientated tothe longitudinal direction is at least 45 degrees.
 50. The passengerseating arrangement according to claim 40, wherein the pitch betweenconsecutive seat units in the column is between 27 and 29 inches. 51.The passenger seating arrangement according to claim 40, wherein thecolumn of seat units is adjacent the aisle on one side, and adjacent theaircraft sidewall on the other side.
 52. The passenger seatingarrangement according to claim 51, wherein the cabin comprises a secondcolumn of seat units on the opposite side of the aisle, the secondcolumn being arranged as described with reference to the first column.53. A method of providing access, for a disabled passenger, to a seatunit in a passenger seating arrangement, the passenger seatingarrangement comprising a plurality of seat units, each having arespective access opening between adjacent respective foot-receivingstructures of the plurality of seat units, each respective accessopening having a first width for access by an able-bodied passenger; andwherein the method comprises: temporarily configuring a seat unit into adisabled-access configuration in which an access opening is widened fromthe first width to a second width, greater than the first width, forenabling a disabled passenger to access the seat unit.
 54. A passengerseating arrangement for use in an aircraft cabin, the passenger seatingarrangement comprising a column of seat units arranged in an inwardlyfacing herringbone, wherein each seat unit is configurable between aseating configuration and a flat-bed configuration, wherein each seatunit has an access opening for accessing the respective seat unit, theaccess opening defined by spacing between a foot-receiving structure ofthe respective seat unit and a foot-receiving structure of an adjacentseat unit, and wherein at least one of the seat units is configurableinto a disabled-access configuration in which an access opening istemporarily widened for enabling a disabled passenger to access the seatunit.